WO2019159676A1 - 車両の制御装置 - Google Patents

車両の制御装置 Download PDF

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Publication number
WO2019159676A1
WO2019159676A1 PCT/JP2019/002830 JP2019002830W WO2019159676A1 WO 2019159676 A1 WO2019159676 A1 WO 2019159676A1 JP 2019002830 W JP2019002830 W JP 2019002830W WO 2019159676 A1 WO2019159676 A1 WO 2019159676A1
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WO
WIPO (PCT)
Prior art keywords
upper limit
vehicle
control unit
value
limit acceleration
Prior art date
Application number
PCT/JP2019/002830
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
希 陳
隆 中上
翔太 片山
梨絵 手塚
Original Assignee
マツダ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by マツダ株式会社 filed Critical マツダ株式会社
Priority to US16/967,571 priority Critical patent/US20210237719A1/en
Priority to EP19754531.2A priority patent/EP3741975A4/de
Priority to CN201980012655.1A priority patent/CN111699113A/zh
Publication of WO2019159676A1 publication Critical patent/WO2019159676A1/ja

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/087—Interaction between the driver and the control system where the control system corrects or modifies a request from the driver
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0134—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to imminent contact with an obstacle, e.g. using radar systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60T7/00—Brake-action initiating means
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    • B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
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    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/106—Detection of demand or actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/107—Safety-related aspects
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/0225—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio or shift lever position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/045—Detection of accelerating or decelerating state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/02—Active or adaptive cruise control system; Distance control
    • B60T2201/022—Collision avoidance systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B60W2540/103—Accelerator thresholds, e.g. kickdown
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • F02D2250/18—Control of the engine output torque
    • F02D2250/26—Control of the engine output torque by applying a torque limit

Definitions

  • the present invention relates to a vehicle automatic brake.
  • a vehicle equipped with an erroneous start suppression control for suppressing damage at the time of collision when the host vehicle suddenly starts due to an erroneous operation of an accelerator pedal The erroneous start suppression control is performed by suppressing the engine output below a predetermined vehicle speed when a depression of a predetermined amount or more is detected in a state where there is a front obstacle within a predetermined distance from the host vehicle. It is the control which suppresses sudden start of.
  • Patent Document 1 discloses a vehicle including an accelerator erroneous depression control corresponding to erroneous start suppression control and PB (pre-crash brake) control.
  • Patent Document 1 even if the vehicle speed is equal to or higher than a predetermined vehicle speed and the erroneous accelerator depression control satisfies the termination condition, the accelerator operation amount is large in a scene where it is necessary to suppress the sudden start of the vehicle.
  • a technique is disclosed in which both the accelerator erroneous depression control and the PB control are prevented from operating in this scene by continuing the PB control.
  • Patent Document 1 PB control is performed in a situation where it is necessary to suppress sudden start of the vehicle when the erroneous accelerator depression control satisfies the termination condition. However, if the PB control does not exceed the predetermined vehicle speed, the PB control is activated. do not do. Therefore, in Patent Document 1, neither the accelerator erroneous depression control nor the PB control is operated in a scene where the forward obstacle is in a non-detection state and the accelerator erroneous depression control satisfies the termination condition in a state of less than a predetermined vehicle speed. Therefore, patent document 1 has the subject that the sudden start of a vehicle cannot be suppressed in this scene.
  • This invention is made in order to solve such a subject, and it aims at providing the control apparatus of the vehicle which suppresses sudden start of a vehicle after completion
  • An apparatus for controlling a vehicle includes an obstacle sensor that detects an obstacle ahead of the host vehicle, A vehicle speed sensor for detecting the vehicle speed of the host vehicle; An accelerator operation sensor for detecting an accelerator operation; A braking control unit that operates braking control including at least one of reduction in engine output and automatic braking when the obstacle is detected by the obstacle sensor; The braking control unit responds to an operation amount of the accelerator operation if the accelerator operation is detected when the front obstacle becomes a non-detection state and the braking control is released during the operation of the braking control.
  • the output restriction control for restricting the engine output to an acceleration lower than the requested acceleration is activated.
  • FIG. 1 is a block diagram showing a configuration of a vehicle control apparatus 1 according to an embodiment of the present invention.
  • a vehicle control device 1 is a device that is mounted on a four-wheeled vehicle and manages brake assist control of the four-wheeled vehicle.
  • the vehicle control device 1 includes an obstacle sensor 2, an accelerator pedal sensor 3, a vehicle speed sensor 4, a steering angle sensor 5, an ECU (Electronic Control Unit) 6, a brake actuator 7, a throttle valve 8, and a shift position sensor 9.
  • ECU Electronic Control Unit
  • the obstacle sensor 2 is constituted by, for example, a laser radar or a sonar.
  • the laser radar is provided, for example, on the front grill of the host vehicle, irradiates the laser beam so as to scan a predetermined angle range in front of the host vehicle, and receives the reflected laser beam, thereby detecting the presence or absence of a front obstacle. And the distance from the host vehicle to the front obstacle is detected.
  • the sonar is provided, for example, on the front grille of the host vehicle, detects the presence or absence of a front obstacle by irradiating the front of the host vehicle with sound waves and receiving the reflected sound waves, and from the host vehicle to the front obstacles. Detect the distance.
  • the front obstacle corresponds to a stopped vehicle, a traveling vehicle, or an object other than the vehicle that is immediately ahead of the host vehicle along the traveling direction.
  • the accelerator pedal sensor 3 (an example of an accelerator operation sensor) is composed of, for example, a potentiometric angle sensor in which a contact slides on a resistor, detects the amount of depression of the accelerator pedal, and converts it into an electrical signal. It outputs to ECU6.
  • the accelerator pedal sensor 3 represents the depression amount of the accelerator pedal by the ratio of the actual depression amount when the maximum depression amount of the accelerator pedal is 100.
  • the vehicle speed sensor 4 is constituted by a wheel speed sensor, for example, and detects the vehicle speed of the host vehicle.
  • the wheel speed sensor is, for example, a gear-shaped rotor provided in a rotating part such as a brake drum, and a sensing unit that is arranged with a certain gap with respect to the rotor and is configured by a coil, a magnetic pole, and the like.
  • the rotational speed of the wheel is detected based on the alternating voltage generated in the coil by the rotation of the rotor.
  • the steering angle sensor 5 is attached to the steering shaft, for example, and outputs a signal corresponding to the steering direction, the neutral position, and the turning angle to the ECU 6.
  • the steering angle sensor 5 includes, for example, a disk-shaped slit plate that rotates in conjunction with the steering wheel, and a photo interrupter that is disposed with the slit plate interposed therebetween.
  • ECU6 is comprised with computers provided with processors, such as CPU, and memories, such as ROM and RAM, and governs the whole control of the control apparatus 1 of a vehicle.
  • the ECU 6 has functions of a braking control unit 61 and a vehicle control unit 62.
  • Each of the braking control unit 61 and the vehicle control unit 62 is realized by a processor of the ECU 6 executing a predetermined control program.
  • this is an example, and the braking control unit 61 and the vehicle control unit 62 may be configured by different computers.
  • the braking control unit 61 detects a front obstacle by the obstacle sensor 2, detects a vehicle speed below a predetermined vehicle speed by the vehicle speed sensor 4, and detects an accelerator pedal operation equal to or greater than a predetermined depression amount (an example of a predetermined operation amount). If so, the PTC (Pre-collation throttle control) is activated.
  • PTC is sudden start suppression control that reduces damage at the time of collision when the host vehicle suddenly starts due to an erroneous operation of the accelerator pedal.
  • PTC includes PTC reduction control for reducing engine output of the host vehicle and PTC automatic brake.
  • the braking control unit 61 sets a predetermined required deceleration and outputs an opening command for adjusting the opening of the throttle valve 8 so that the set required deceleration is obtained.
  • the engine output may be reduced by stopping the fuel supply to the engine.
  • the braking control unit 61 may output a brake command for setting the braking force of the brake to the predetermined required deceleration so that the predetermined required deceleration is obtained.
  • the predetermined required deceleration for example, a constant value may be adopted regardless of the own vehicle speed, or a value that increases stepwise or continuously as the own vehicle speed increases may be adopted.
  • the predetermined vehicle speed 15 km / h can be adopted as shown in the graph PTC_BC of FIG.
  • the predetermined vehicle speed may be a value other than 15 km / h as long as it is a suitable value as the upper limit value of the vehicle speed that needs to suppress sudden start due to an erroneous operation of the accelerator pedal.
  • the predetermined depression amount for example, the minimum value of the depression amount of the accelerator pedal assumed when the driver erroneously operates the accelerator pedal can be adopted, and 20% is adopted in the present embodiment. However, this is an example, and a value larger than 20% or a value smaller than 20% can be adopted as the predetermined depression amount.
  • the braking control unit 61 detects the depression amount of the accelerator pedal (the operation amount of the operation amount).
  • the output restriction control for restricting the engine output to an acceleration lower than the required acceleration corresponding to (example) is activated. Thereby, it can suppress that a vehicle starts suddenly after the operation
  • the braking control unit 61 periodically calculates the upper limit acceleration in the output restriction control.
  • the braking control unit 61 sets the upper limit acceleration so that the value decreases as the distance between the forward obstacle and the host vehicle decreases and as the amount of depression of the accelerator pedal increases. Thereby, the higher the collision risk, the lower the upper limit acceleration is set, and the vehicle acceleration can be further limited.
  • the braking control unit 61 adds the predetermined value of the jerk limit to the current value of the upper limit acceleration and the previous value of the upper limit acceleration.
  • the smaller one of the values is set as the final upper limit acceleration, and the output restriction control is executed.
  • the current value of the upper limit acceleration indicates the latest value of the upper limit acceleration
  • the previous value of the upper limit acceleration indicates the upper limit acceleration calculated immediately before the latest value
  • a fixed value determined in advance based on the responsiveness of the engine mounted on the vehicle is adopted.
  • a larger value is adopted as the response of the engine mounted on the vehicle becomes higher.
  • the jerk limit value may be set to a larger value as the difference between the current value of the upper limit acceleration and the previous value increases.
  • the braking control unit 61 sets the current value of the upper limit acceleration as the final upper limit acceleration, and executes output restriction control. Thereby, during the operation of the output restriction control, the acceleration of the vehicle can be more restricted as the collision risk increases.
  • the braking control unit 61 may output an operation instruction for normal control for controlling the engine output to the requested acceleration to the vehicle control unit 62. Moreover, the braking control part 61 should just control an engine output so that it may become a final upper limit acceleration, when a final upper limit acceleration is smaller than a request
  • the vehicle control unit 62 operates normal control for controlling the engine output so that the required acceleration corresponding to the depression amount of the accelerator pedal is obtained when the PTC is not operated and the output restriction control is not operated. In the normal control, the opening degree of the throttle valve 8 is adjusted so that the required acceleration is obtained.
  • the brake actuator 7 causes the brake (not shown) to generate the braking force indicated by the brake command in accordance with the brake command output from the ECU 6.
  • the brake actuator 7 may operate the brake with a hydraulic pressure corresponding to the braking force indicated by the brake command, for example.
  • the brake is constituted by, for example, a disc type or drum type brake, and brakes the wheels of the vehicle.
  • the throttle valve 8 adjusts the valve opening according to the opening command of the ECU 6 and adjusts the intake amount to the engine (not shown).
  • the shift position sensor 9 is a sensor for detecting the shift position set by the driver operating the shift lever.
  • the shift position for example, if the vehicle is an automatic four-wheeled vehicle, "D (drive) range” indicating forward, “P (parking) range” indicating parking, “R range” indicating reverse, and And “N (neutral) range” indicating neutrality.
  • a manual four-wheel vehicle may be employed instead of an automatic four-wheel vehicle.
  • FIG. 2 is a graph showing an example of the operation timing of the PTC.
  • the vertical axis indicates the distance (m) between the front obstacle and the host vehicle
  • the horizontal axis indicates the host vehicle speed (km / h).
  • a graph in which diamond-shaped points are plotted is a graph indicating the operation timing of the PTC automatic brake (hereinafter referred to as “graph PTC_BC”).
  • the braking control unit 61 activates the PTC automatic brake when the distance to the front obstacle and the host vehicle speed are located in the lower region of the graph PTC_BC.
  • Graph PTC_BC maintains the distance to the front obstacle at 0 m in the vehicle speed range from 0 km / h to 2 km / h. Therefore, the braking control unit 61 does not operate the PTC automatic brake in this vehicle speed range. Further, in the graph PTC_BC, in the vehicle speed range from 2 km / h to 15 km / h, the distance to the front obstacle increases up to 4 m, and the distance to the front obstacle increases as the own vehicle speed increases. Yes. Therefore, in the vehicle speed range from the own vehicle speed of 2 km / h to 13 km / h where the distance to the preceding vehicle reaches 4 m, the braking control unit 61 is positioned closer to the front obstacle as the own vehicle speed decreases. If not, the PTC automatic brake is not activated. In addition, the braking control unit 61 operates the PTC automatic brake when the distance to the front obstacle is 4 m or less in the vehicle speed range from 13 km / h to 15 km / h.
  • graph PTC_TC the graph in which the points marked with a cross are plotted is a graph showing the operation timing of PTC reduction control (hereinafter referred to as “graph PTC_TC”).
  • the braking control unit 61 activates the PTC reduction control when the distance to the front obstacle and the vehicle speed are located in the lower region of the graph PTC_TC.
  • Graph PTC_TC maintains the distance to the front obstacle at 4 m in the vehicle speed range from 0 km / h to 15 km / h. Therefore, the braking control unit 61 activates the PTC reduction control when the distance to the front obstacle is 4 m or less in the vehicle speed range where the host vehicle speed is 15 km / h or less.
  • PTC deceleration control is executed in the vehicle speed range from 0 km / h to 2 km / h, and PTC deceleration control is performed in the vehicle speed range from 2 km / h to 15 km / h. Both PTC automatic braking is performed.
  • the lower limit value of the vehicle speed range in which the PTC automatic brake operates is set to 2 km / h.
  • the braking control unit 61 mainly determines the presence or absence of the PTC operation using sonar measurement data, and the lower limit value of the vehicle speed at which the sonar can detect an obstacle is 2 km / h. is there.
  • the braking control unit 61 determines whether or not the PTC is activated using the measurement data of the laser radar
  • the lower limit value of the vehicle speed range in which the PTC automatic brake is activated is determined by the laser radar being an obstacle. May be set to a lower limit value (for example, 4 km / h) of the vehicle speed at which the vehicle can be detected.
  • the upper limit value of the vehicle speed range in which the PTC automatic brake and the PTC deceleration control are operated is set to 15 km / h. This is because the upper limit value of the host vehicle speed is considered to be about 15 km / h in a scene where a sudden start occurs due to erroneous depression of the accelerator pedal.
  • FIG. 3 is a flowchart showing an example of flag setting processing by the braking control unit 61 shown in FIG.
  • the braking control unit 61 determines whether a front obstacle is detected from the measurement data of the obstacle sensor 2.
  • the braking control unit 61 determines whether or not the host vehicle speed is less than 15 km / h from the measurement data of the vehicle speed sensor 4 (S302).
  • the braking control unit 61 determines whether or not the shift position is in the D range from the measurement data of the shift position sensor 9 (S303). If the shift position is in the D range (YES in S303), the brake control unit 61 determines from the measurement data of the accelerator pedal sensor 3 whether or not the accelerator pedal depression amount is 20% or more (S304). When the depression amount of the accelerator pedal is 20% or more (YES in S304), the braking control unit 61 determines whether the steering angle of the steering is 30 ° or more or the accelerator pedal is depressed three times in succession (S305). ). The braking control unit 61 may acquire the steering angle of the steering from the measurement data of the steering angle sensor 5.
  • the braking control unit 61 may determine that the driver has depressed the accelerator pedal if the depression amount is greater than a threshold value (for example, 0) in the measurement data of the accelerator pedal sensor 3. In addition, when the brake control unit 61 detects the operation set including the depression of the accelerator pedal and the return of the accelerator pedal (or the depression stop) three times in a certain period, the accelerator pedal is depressed three times continuously. What is necessary is just to judge.
  • a threshold value for example, 0
  • the brake control unit 61 sets the flag F to 1 (S306).
  • the braking control unit 61 regards that the accelerator pedal has been erroneously depressed, and sets the flag F to operate the PTC. Is set to 1 (S306).
  • the braking control unit 61 determines that if the steering angle is 30 ° or more or the accelerator pedal is depressed three times in succession, It is considered that the accelerator pedal is not depressed by mistake, and the flag F is set to 0 in order to deactivate the PTC (S311).
  • the flag F takes a value of 0 indicating non-operation of the PTC, 1 indicating operation of the PTC, and 2 indicating operation of the output restriction control.
  • the process proceeds to S312. Even if the front obstacle is in the detected state (YES in S301), if the vehicle speed is 15 km / h or more (NO in S302), the process proceeds to S312. If the front obstacle is in the detected state (YES in S301) and the vehicle speed is less than 15 km / h (YES in S302), the shift position is not in the D range (NO in S303). The process proceeds to S312.
  • the brake control unit 61 determines whether or not the accelerator pedal is depressed (S313).
  • the brake control unit 61 sets the flag F to 2 (S314).
  • the flag F is set to 2 if the accelerator pedal is depressed.
  • the front obstacle may be absent due to a change in the lane of the host vehicle or the preceding vehicle, and the operation of the PTC may be released.
  • the depression of the accelerator pedal is continued, the vehicle accelerates at the required acceleration corresponding to the depression amount, and thus the vehicle may start suddenly. Therefore, in this embodiment, in such a scene, the sudden start of the vehicle after the end of the PTC operation is suppressed by operating the output restriction control.
  • the braking control unit 61 sets an upper limit acceleration in the PTC.
  • the braking control unit 61 includes an upper limit acceleration setting map in which an upper limit acceleration corresponding to the distance between the front obstacle and the host vehicle and the depression amount of the accelerator pedal is set in advance. By referencing, an upper limit acceleration corresponding to the current distance between the front obstacle and the host vehicle and the current depression amount of the accelerator pedal may be set. In this upper limit acceleration setting map, the upper limit acceleration is set so that the value decreases as the distance between the preceding vehicle and the host vehicle decreases and as the accelerator pedal depression amount increases.
  • the braking control unit 61 determines whether or not the upper limit acceleration (current value) is equal to or lower than the upper limit acceleration (previous value). If the upper limit acceleration (current value) is equal to or lower than the upper limit acceleration (previous value) (YES in S308), the risk of collision has increased, so the braking control unit 61 sets the upper limit acceleration (current value) as the final upper limit acceleration. Setting is made (S309).
  • Min upper limit acceleration (current value)
  • upper limit acceleration previously value
  • the braking control unit 61 determines Min (upper limit acceleration (current value)
  • upper limit The final upper limit acceleration is set by calculating acceleration (previous value) + jerk limit value (S310).
  • Min is an operator that selects the upper limit acceleration (current value) and the upper limit acceleration (previous value) + the jerk limit value at a low level.
  • the braking control unit 61 repeatedly executes the flow of FIG. 3 while the vehicle is operating, and repeatedly calculates the upper limit acceleration while setting the flag F.
  • FIG. 4 is a flowchart showing an example of processing of the vehicle control device 1 when the flag F is set to 1 or 2. Note that the flow of FIG. 4 is repeatedly executed when the flag F is 1 or 2.
  • the braking control unit 61 executes output restriction control (S405).
  • the braking control unit 61 instructs the vehicle control unit 62 to perform normal control.
  • the engine output is controlled so as to achieve the required acceleration.
  • the required acceleration is an acceleration used in normal control for accelerating the vehicle with an acceleration corresponding to the amount of depression of the accelerator pedal, and is set so that the value increases as the amount of depression of the accelerator pedal increases.
  • the braking control unit 61 determines whether or not the host vehicle speed is 2 km / h or less (S403). When the host vehicle speed is 2 km / h or less (YES in S403), the braking control unit 61 determines whether or not the distance between the front obstacle and the host vehicle is less than 4 m (S404). When the distance between the front obstacle and the host vehicle is smaller than 4 m (YES in S404), the braking control unit 61 operates the PTC deceleration control (S407). That is, in the case of YES in S403 and YES in S404, the distance between the front obstacle and the host vehicle and the host vehicle speed are below the graph PTC_TC in FIG.
  • the braking control unit 61 outputs an operation instruction for normal control to the vehicle control unit 62 to operate normal control (S406). .
  • the braking control unit 61 will detect the front obstacle and the host vehicle. It is determined whether or not the distance between the two satisfies the operating condition of the PTC automatic brake (S409). If the distance between the front obstacle and the host vehicle and the host vehicle speed are below the graph PTC_BC shown in FIG. 2, the braking control unit 61 determines that the operating condition of the PTC automatic brake is satisfied.
  • the brake control unit 61 When the distance between the front obstacle and the own vehicle satisfies the PTC automatic brake operation condition (YES in S409), the brake control unit 61 operates the PTC reduction control and the PCT automatic brake (S410). On the other hand, when the host vehicle speed is not in the vehicle speed range from 2 km / h to 15 km / h (NO in S408) or the PTC automatic brake operating condition is not satisfied (NO in S409), the braking control unit 61 performs normal control. Is output to the braking control unit 61, and normal control is activated (S411).
  • FIG. 5 is a table summarizing the processing of the vehicle control device 1 of the present embodiment.
  • the upper limit acceleration condition and the final upper limit acceleration according to the upper limit acceleration condition are It is shown.
  • the upper limit acceleration (current value) is equal to or lower than the upper limit acceleration (previous value)
  • the upper limit acceleration (current value) is set as the final upper limit acceleration. This setting corresponds to S309 in FIG.
  • the output restriction control is activated when the accelerator operation is detected. It is possible to suppress a sudden start of the vehicle after the completion of the control operation.
  • the emergency automatic brake is an automatic brake that is actuated when there is an obstacle ahead of a predetermined distance corresponding to the own vehicle speed with no restriction on the vehicle speed range like the PTC.
  • the emergency automatic brake is released when the accelerator pedal is depressed, assuming that the driver indicates an intention to accelerate.
  • the brake control unit 61 is configured to operate the accelerator pedal even when the distance between the front obstacle and the host vehicle becomes equal to or higher than the speed according to the host vehicle speed and the emergency automatic brake is stopped during the operation of the emergency automatic brake.
  • output limit control may be activated. Thereby, the sudden start of the vehicle after the end of the operation of the emergency automatic brake can be suppressed.
  • the PTC includes the PTC automatic brake, but may be configured only by the PTC reduction control.
  • the upper limit value of the vehicle speed range in which the PTC automatic brake is operated and the upper limit value of the vehicle speed range in which the PTC deceleration control is operated are set to the same 15 km / h, but this is an example. Yes, both upper limit values may be set to different values.
  • a steering angle condition may be added as the accelerator operation condition.
  • the condition for the accelerator operation may be determined as “present”.
  • the condition that “the steering angle is 30 ° or more” may be added.
  • An apparatus for controlling a vehicle includes an obstacle sensor that detects an obstacle ahead of the host vehicle, A vehicle speed sensor for detecting the vehicle speed of the host vehicle; An accelerator operation sensor for detecting an accelerator operation; A braking control unit that operates braking control including at least one of reduction in engine output and automatic braking when the obstacle is detected by the obstacle sensor; The braking control unit responds to an operation amount of the accelerator operation if the accelerator operation is detected when the front obstacle becomes a non-detection state and the braking control is released during the operation of the braking control.
  • the output restriction control for restricting the engine output to an acceleration lower than the requested acceleration is activated.
  • the output restriction control for limiting the engine output is activated. It is possible to suppress a sudden start of the vehicle after the operation of is completed.
  • the braking control unit includes: As the distance between the front obstacle and the host vehicle becomes shorter, the upper limit acceleration value of the output restriction control is set to be smaller, When the current value of the upper limit acceleration is greater than the previous value of the upper limit acceleration, the current value of the upper limit acceleration is smaller than the added value obtained by adding a predetermined jerk limit value to the previous value of the upper limit acceleration. It is preferable to set one value as the final upper limit acceleration and operate the output limit control.
  • the output restriction control can be operated while gradually increasing the final upper limit acceleration in a scene where the risk of collision gradually decreases.
  • the braking control unit sets the current value of the upper limit acceleration as the final upper limit acceleration, and operates the output limit control. It is preferable to do.
  • the braking control unit is further set so that the value of the upper limit acceleration decreases as the operation amount of the accelerator operation increases.
  • the upper limit acceleration is set so that the value decreases as the amount of accelerator operation increases. The higher the risk, the more limited the acceleration of the vehicle.
  • the braking control is a sudden start suppression control that is activated when the front obstacle is detected, a vehicle speed equal to or lower than a predetermined vehicle speed is detected, and the accelerator operation equal to or greater than a predetermined operation amount is detected.
  • the braking control unit is configured to output the output restriction control if the accelerator operation is detected when the forward obstacle is in a non-detection state and the sudden start suppression control is canceled during the sudden start suppression control. It is preferable to operate.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Human Computer Interaction (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
PCT/JP2019/002830 2018-02-16 2019-01-29 車両の制御装置 WO2019159676A1 (ja)

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US16/967,571 US20210237719A1 (en) 2018-02-16 2019-01-29 Vehicle control device
EP19754531.2A EP3741975A4 (de) 2018-02-16 2019-01-29 Fahrzeugsteuerungsvorrichtung
CN201980012655.1A CN111699113A (zh) 2018-02-16 2019-01-29 车辆控制装置

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JP2018025812A JP2019143484A (ja) 2018-02-16 2018-02-16 車両の制御装置

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JP6516336B2 (ja) * 2017-07-18 2019-05-22 株式会社Ｓｕｂａｒｕ 運転支援装置
JP7218626B2 (ja) * 2019-03-13 2023-02-07 トヨタ自動車株式会社 車両の走行制御装置
JP7305274B2 (ja) * 2019-09-25 2023-07-10 日立建機株式会社 建設機械
CN114787073A (zh) * 2019-12-03 2022-07-22 株式会社丰田自动织机 工业车辆
JP7368206B2 (ja) * 2019-12-09 2023-10-24 トヨタ自動車株式会社 制御装置
JP2021109504A (ja) 2020-01-09 2021-08-02 トヨタ自動車株式会社 運転支援装置
JP7084443B2 (ja) * 2020-03-19 2022-06-14 本田技研工業株式会社 車両制御装置および車両
JP2021170232A (ja) 2020-04-15 2021-10-28 株式会社Subaru 車両の運転支援装置
JP7480677B2 (ja) * 2020-10-30 2024-05-10 株式会社デンソー 車両制御装置
JP7488991B2 (ja) 2020-12-14 2024-05-23 株式会社豊田自動織機 産業車両
EP4180293A1 (de) * 2021-11-11 2023-05-17 Volvo Car Corporation Verfahren und steuersystem zur begrenzung einer fahrerbeschleunigungsanforderung
JP2024071963A (ja) * 2022-11-15 2024-05-27 スズキ株式会社 車両のエンジントルク抑制装置

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CN111699113A (zh) 2020-09-22

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